Project Novakane Build: Throwdown Thrash

Seven Guys in Six Days do the Impossible

It sounded impossible to anyone who enjoyed sleeping, seeing their families, or who didn’t enjoy donuts and energy drinks. What it consisted of was building a back half from scratch, installing an engine and transmission, wiring and plumbing said engine, installing the brakes along with the front suspension and hydraulic brake assist unit, and narrowing the rearend, cutting the bed and front fenders for clearance, running the truck on a chassis dyno and tuning the truck, and assembling pieces as they came in from paint and body. All of this needed to be accomplished in only six days so that Project Novakane could compete at THROWDOWN. Deadlines suck.

It seemed innocent enough when I was hanging out with my buddy Aaron Iha and I asked him where the best place to narrow a rearend was. He laughed and said, “I do them all the time.” Then he asked me what I needed it for and the rest as they say, is history. He told me to bring him the truck and as a team, we would handle it. A daunting task for any shop, Aaron seemed surprisingly calm about the six-day deadline and on Friday, May 20, I trailered Novakane the six miles from L&G Enterprises, in San Dimas, California, over to Chassis by Aaron Iha, in Covina. What showed up was a painted shell with no engine, trans, no front end, and not much optimism. Not to fear, I brought donuts and Rockstar energy drinks.

Follow along as we show you how seven hardworking guys designed, fabricated, and welded in a new back half, bolted on a QA1 coilover suspension, installed an Aeromotive fuel system with Earl’s fittings and hoses, added a Hydratech hydraulic brake assist unit, narrowed the factory rearend and installed new Dutchman axles, and relocated two Optima batteries thanks to XScorpion and Pro Precision Billet, and managed to live to tell stories about it.

Friday, May 20: Day 1

1. 12:25 p.m. Before the truck was delivered from L&G Enterprises, in San Dimas, California, all of the new parts were laid out on workbenches and accounted for. This was a long list that included the American Racing Headers long-tube headers, AP Racing big brakes from Stillen, Be Cool radiator, Hydratech hydraulic assist unit (see the full install in Issue 12), and performance parts from Moroso and Lingenfelter.

1. 12:25 p.m. Before the truck was delivered from L&G Enterprises, in San Dimas, Californi

2. 12:54 p.m. Once the truck was unloaded from the trailer, it was rolled into the Chassis by Aaron fabrication bay where the head scratching and finger pointing started. Once Aaron came up with a game plan, it was time to get to work. First up, the truck was supported on jackstands, the wheels and tires set aside, and the suspension removed. The bed was then unbolted and pulled from the frame.

2. 12:54 p.m. Once the truck was unloaded from the trailer, it was rolled into the Chassis

3. 4:27 p.m. Looking at the thrashed rear section of the frame, a knucklehead who will remain nameless, but let’s just say his name rhymes with Dale Thomas, made the suggestion to subframe the truck and after some welding gloves went flying, Aaron started designing a new back half. Thanks again, guy that rhymes with Dale Thomas.

3. 4:27 p.m. Looking at the thrashed rear section of the frame, a knucklehead who will rem

Saturday, May 21: Day 2

4. Dale Thomas got to work using the plasma cutter and grinder to make it nice and smooth.

6. 9:57 a.m. Aaron couldn’t sleep the night before because he was busy designing a killer suspension setup for the truck in his head. He started showing me the rear suspension using his PROEngineer software, and all I could do was smile and say, “cool.” I didn’t know what I was looking at, but it sure looked like it belonged on the space shuttle.

6. 9:57 a.m. Aaron couldn’t sleep the night before because he was busy designing a killer

7. 11:22 a.m. After a few clicks of the mouse, the CNC plasma cutter started spitting steel out like an angry dog on the porch. Aaron knows every part will fit before a single welder is fired up and it’s this kind of engineering that I was excited to have on my own truck.

7. 11:22 a.m. After a few clicks of the mouse, the CNC plasma cutter started spitting stee

8. 12:18 p.m. A quick memorial service was held for the factory framerails and then they were hacked off, leaving a blank canvas for some new steel.

8. 12:18 p.m. A quick memorial service was held for the factory framerails and then they w

9. 12:51 p.m. Talk about cool, I purchased some 2x5-inch steel tubing and after Aaron dialed in the specs, the CNC plasma cutter precisely cut out the C-notch.

9. 12:51 p.m. Talk about cool, I purchased some 2x5-inch steel tubing and after Aaron dial

10. and 11. 3:18 p.m. Just over two hours later, the rear subframe was starting to take shape with a crossmember for the QA1 coilovers and body mount tabs ready and waiting.

10. and 11. 3:18 p.m. Just over two hours later, the rear subframe was starting to take sh

10. and 11. 3:18 p.m. Just over two hours later, the rear subframe was starting to take shape with a crossmember for the QA1 coilovers and body mount tabs ready and waiting.

10. and 11. 3:18 p.m. Just over two hours later, the rear subframe was starting to take sh

12. 4:12 p.m. Even though it was Saturday and all of us had plans, Aaron, Eddie, and I stayed late to bolt in the LSX376 and Tremec T-56 Magnum. It was an exciting moment as it literally bolted right in without any issues.

12. 4:12 p.m. Even though it was Saturday and all of us had plans, Aaron, Eddie, and I sta

Sunday, May 22: Day 3

13. 6:49 p.m. I came back to the shop on Sunday evening to get most of the parts bolted onto the engine. This included the ARH long-tube headers, front accessory drive and Lingenfelter tensioner/pulleys for the MagnaCharger supercharger, Powermaster high-torque starter and high-amp alternator, 90mm throttle body, and A/C compressor.

13. 6:49 p.m. I came back to the shop on Sunday evening to get most of the parts bolted on

14. 7:34 p.m. I also went ahead and swapped in larger 60 lb/hr fuel injectors from Five-O Motorsports, installed the MagnaCharger fuel rails, and made sure the new fuel manifold was secure. Black 12-point ARP bolts were used throughout the engine installation.

14. 7:34 p.m. I also went ahead and swapped in larger 60 lb/hr fuel injectors from Five-O

15. 7:52 p.m. With the engine in and most of the accessories bolted on, I headed home for a few hours of sleep.

15. 7:52 p.m. With the engine in and most of the accessories bolted on, I headed home for